Valve.



C. F. BRADBURN.

VALVE.

APPLICATION men JULY 7, 1916.

Patented Feb. 13, 1917.

3 SHEETSSHEET I.

C. F. BRADBURN.

VALVE.

APPLICATION FILED JULY 7,1916. 1,1,769. Patented Feb. 13,1917.

3 SHEET$-SHEET 2.

Ewes f3* C. F. BRADBURN.

VALVE.

w m APPLICATION FILED JULY 7, 1916. 1 21,, Patented Feb. 13,1917.

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- 'cLEs FRANKLIN BRADB BN, or DELMER, ONTARIO, camera.

vaLvE.

masses.

To all whom it may concern:

Be it-known that I, CHARLES FRANKLIN BRADBURN, of the village of Delmer, in the county of Oxford and Provinceof Ontario,

Dominion of Canada, have invented certain new and useful Improvements in Valves; and I hereby declare that the following is a full, clear, and exact description of the.

same.

The ordinary type of sleeve valve engine under rapid changes in-load and consequent fluctuations in thermal conditions, develops such sleeves must be actuated through connections acting to one side of the sleeve,'and the further necessity of the valve mechanism being entirely within the engine cylinder, all constitute serious disadvantages.

, A principal object of the present invention, a piston and sleeve valve for any type of engine, and particularly for internal combustion engines, is the retention of all the advantages'of the sleeve type of valve, and the avoiding of the above-mentioned, and certain other, inherent disadvantages.

Briefly, the invention comprises a valve casing, containing acylindrical valve chamber, mounted upon an engine, and having two ports preferably arranged as annular cavities, inhaust and exhaust, the planes containing the ports being displaced axially of the chamber in respect of eachother, a valve sleeve reciprocating within the valve chamber and carrying two semi-annular rows of ports. inhaust and exhaust, with a spacing between them axially of the sleeve, having a correspondence with those of the valve casing, and a double piston reciprocating within the valve sleeve, one piston being an ordinary or closed piston with piston or packing rings, and the other piston being hollowor open, comprising a spider Specification of Letters Patent.

Application filed July 7, 1916. Serial so. 108,013.

carrying rings, there being a spacing between the pistons equal to the spacing between the two semi-annularrows of ports. When the spacing between-the pistons registers with a line of ports in the sleeve and with one of those of the valve chamber, the inhaust or exhaust occurs, as the case may be.

The double piston and-the split sleeve are driven by eccentrics, or by crank and eccentric respectively, from a half. speed valve shaft above them, the 'crankof the piston being set in advance of the eccentric of the sleeve, this angular advance equaling, preferably, 30 degrees of rotation.

In the drawings Figure 1 is a longitudinal section showing a cylindrical valve chamber mounted upon an engine: cylinder;

Fig. 2, is an elevational view of the split valve sleeve which operates in the valve chamber, showing two rows of ports; one for inhaust and the other for exhaust";

Fig. 3, is a plan view of the; upper end of the valve sleeve shown in Fig. 2;

Fig. 4, is an elevational view of the double piston which operates within the valve sleeve;

,F'g. 5, is a plan view of the lower end of the piston Fig. 6, is a sectional elevation showing the valve assembly and its connections, in the initial phase of the valv'es cycle of action;

Fig. 7, is a fragmentary elevation of the valve connections, at right angles to Fig. 6;

Fig. 8, is a sectional view showing the double piston at 10 degrees of rotation and the valve sleeve at 340 degrees, during the cycle of action;

Fig. 9, is a sectional view showing the valve positions, with the double piston at 6 degrees and valve sleeve at 36 degrees;

Fig. 10, is a sectional view with the piston at 90 degrees and the valve sleeve at 60 degrees;

Fig. 11, is a sectional view with the piston at 180 degrees and the valve sleeve at 150 degrees;

Fig. 12, is a sectional view with the piston at 270 degrees and the valve sleeve at 240 degrees;

Fig. 13, is a sectional view with the piston at 310 degrees and the valve sleeve at 280 degrees;

Fig. 14, is a sectional view with the piston at 350 degrees and the valve sleeve at 320 5 degrees; and,

Fig. 15, is a sectional view with the piston at 100 degrees and the valve sleeve at 70 degrees.

Like' characters of reference refer to like shown, as such gear is not an integral por-' tion of the invention. I

In Fig. 1, a 1s the cylindrical valve casing, containing a valve chamber a, mounted upon the engine cylinder 1) and having two ports,

preferably arranged as semi-annular cavities, 0 being the inhaust and d being the exhaust, these ports being separated by partitions e. The valve chamber is open at the top to facilitate cooling, though this is not essential, and carries a yoke f which furnishes bearings for the valve rods.

In Figs. 2 and 3, is shown the valve sleeve 9, carrying two rows of ports, h for inhaust and z' for exhaust, with a spacing axially of the sleeve between the rows equal to the depth of the double piston spacing. This sleeve is split along a diametral vertical plane j, extending from the lower edge of the sleeve upwardly to the drillings 70 near the upper edge The purpose of this feature is to give to the sleeve an approximation of the properties of a piston ring, at least beneath the points of drilling, sothat, in part because of its elasticity, and in part because of internal gas pressure, there may be no leakage between the sleeve and the wall of the valve chamber, and no binding between the same because of inequalities in expansion. The above feature is extremely important, though not an essential element of the invention.

The sleeve 9 is provided at its upper extremity with an irregular-shaped member Z which constitutes a reinforcing band or collar carrying a lunar-shaped web m, having a bushing n which forms an attachment for the rod 0, which latter carries a connection or bearing p for the driving eccentric rod.

In Fig. 4 is shown the double piston, of which the upper piston g is closed, and the 65 lower piston 1 is hollow or open, 8 being the parts throughout the specification and .draw-' spacing between the two pistons and tthe piston rod having a bearing a for the connecting rod from the driving crank.

Fig. 5 shows the lower end of the lower piston, 25 being the piston rod, '1; the spider and rim, and w the piston rings. The piston r is adjacent to the lower or engine end of the valve chamber and is made hollow for the free passage of the vaporand gas between the piston spacing and'engine cylinder.

A complete understanding of this invention is practically-impossible unless definite relative values be assigned to the more essential valve parts and to the movements of the same, and while difierent relative values might be chosen in the manipulation of the times of inhaust closing and exhaust opening, the former through changes in the location of the lower edges of the inhaust ports of the sleeve, and the latter through changes in the location of the upper edges ofthe exhaust ports, the other edges in each case remaining unchanged, and still greater changes effected through the shifting of the angular distance between the crank of the valve pis-. ton and the eccentric of the valve sleeve, the values here given are those which at the present time it is believed will give the high est average results or efiiciency in high speeds, and this, of course, must take into consideration, fuel consumption, speed, flexibility, stresses and wear.

Assuming the radius of the valve crank and the throw of the eccentric to be 1000 units of space, and the angular distance between crank and eccentric to be 30 degrees, the piston being in advance, then the valve displacement, or displacement of sleeve and of piston, will be 1000 units each, or the valve travel 2000 units, and the piston being'in advance of the sleeve, the respective lines of travel of these two principal moving parts may be made to overlap, the piston and sleeve moving at certain times in opposite directions and at certain other times in the same direction and with varying relative speeds, as will become more apparent in discussing the valve assembly and the valve positions in operating throughout the com- 1 plete cycle of the valves action.

On the above basis of valve travel and angular distance between crank and eccen tric, the following will be the relative dimensions of the essential parts of the valve. mechanism:

Vertical depth of inhaust cavity of valve chamber equals 827 units;

Vertical depth of exhaust cavity of valve chamber equals 1066 units;

Vertical depth of inhaust ports of valve sleeve equals 316 units;

Vertical depth of exhaust ports of valve sleeve equals 333%; units;

Vertical displacement between. upper edges 130 of inhaust ports and lower edges of exhaust ports equals 333% units;

Length of sleeve above exhaust ports equals 1533 units;

Length of sleeve beneath inhaust ports equals 983 units; Y

Len h of upper valve piston equals 666% units; I

Length of lower valve piston equals 333% units;

Depth of spacing between pistons equals 333?; units;

Displacement or lap of lines of travel of double piston and valve sleeve equals 134 units; 6. must equal 134 units since this is the amount the one member will continue to travel in either direction after the other has reversed its motion andbegun traveling in the opposite direction. This value, of course, equals the difference between the sine of an angle of 90 degrees and the sine of an angle of 60 degrees, since degrees is the angular or phase difference of piston; and sleeve, and in this case, -,we take the sine of 90 degrees as equaling 1000 units, this being the radius of our two equal reference circles, viz: crank and eccentric, or displacement of lines of valve travel equal sine 90 degrees minus sine 60 degrees, 'equal versed sine 30 degrees, equal 134 units.

Figs. 6 and 7 show the valve assembly inwhich the valve sleeve 9 is shown within the valve chamber a, and the double piston Within the sleeve, and with the driving connections shown above the valve chamber. The inhaust ports 72., of the sleeve, face the inhaust cavity a of the valve chamber and the exhaust ports 71 face the exhaust cavity (1, while the lines of cleavage or split lines 7' of the sleeve are opposed by the partitions e of the valve chamber. In Figs. 6 and 7, the

driving connections are 'shownin the same.

phase.

In Fig. 6, .2 is the engine piston, a", Z) are spark plugs in the head of the engine cylinder 6, while in each of the Figs. 6 and 7 0" indicates the half speed valve shaft or shafts, d" the crank wheel or disk, 6" the crank, f the eccentric, g" the eccentric rod, and h the crank or connecting rod. The crank pin extends through the eccentric, and the piston rod t of the double piston passes through the opening formed by the lunarshaped web m, shown in Fig. 3 in the top of the valve sleeve 9.

In Fig. 6, the valve sleeve is shown within the valve chamberand the double piston within the valve sleeve in proper relationship to each other and to their connections, in the initial phase of the valves cycle of action.

The views given in Figs. 6 and 7 are taken as implied, with the double piston crank at 360 degrees (0 degrees) of rotation and the valve sleeve eccentric at 330 degrees rostroke of the engine, and the beginning of the first or inhaust stroke.

On the basis previously -mentioned, the

depth ofthe double piston spacing-and that of the exhaust ports of the valve sleeve, as also the clear vertical displacement between inhaust and exhaust ports of the valve sleeve, is made equal to valve travel, while the depth of the inhaust ports of valve sleeve is made equal to. 316 units. 7

All the above measurements might under certain conditions be taken equal to,

valve travel 21r but we need not discuss this or other cases,

save the one herein presented.

On the present basis the initial or .reference line of valve travel marked 0-0, Fig. 6, will, when the double piston crank is at 0 degrees of rotation, pass through the upper edge of the line of-inhaust portsjh of the I, valve sleeve 9, and through the lower boundary of the piston spacing s of the double piston, while the upper edge or boundary of the inhaust cavity 0- of the valve chamber a will lieon a line,-or in a plane, 134 units above the initial reference line.

It .may be noted that reference lines 0 to 2000represent the travel of the lower boundary of the double piston spacing, while above these lines are other reference lines preceded by a: and extending upwardly to 002333, and beneath are lines preceded by y, and extending downwardly to 1166, the three sets of lines being continuous.

From the above, it will be seen that the upper boundary of the inhaust cavity 0 will fall upon the line 110134, and (having regard for dimensions previously given), the lower boundary of inhaust cavity will fall upon the line 693, while in the case of the exhaust cavity d, its upper limits will be upon the line E333 and its lower limits upon the line 733.

Then, in respect of the present or initial position of the valve, as shown in Fig. 6, the upper boundary of the double piston spacing s, the lower edges of the exhaust ports 2', and the up er boundary of the exhaust cavity cl will all lie upon the line 03333.

Further, the lower piston 1' is seen to cover the inhaust ports 71, and the upper piston g to cover the exhaust ports 2' of the valve sleeve g, so that at this instant, no passage of vapor or of gas can occur between the valve chamber cavities and the engine cylinder, the length of the valve sleeve being such as to cover the valve chamber cavities in any position of the sleeve, and prevent'any passage save when the sleeve ports are uncovered by the double piston,

when said ports are in line with said cavi ties.

Lastly, it may be noted that the engine piston'is at the upper limit of its stroke and reversing (reversal being indicated by don:- ble-pointed arrows) the double piston is also at the upper limit of its travel and reversing, while the valve sleeve is still ascending.

Having discussed the assembly and described the initial positions of the valve parts, the complete cycle of the valves operations may be easily traced.

'As the double piston begins to descend and the split sleeve continues to rise, the piston spacing s will begin to uncover the inhaust ports 72. of the sleeve and the latter ports being abreast of the inhaust cavity a,

there will occur a passage of vapor from this cavity, which vapor will pass into the spacing s and thence down through the hollow piston 1' and into the engine cylinder, the exhaust ports 71, meanwhile, being kept covered by the upper piston q. The actual inhaust opening will occur with the double piston at zero of its cranks rotation, and the valve sleeve at 330 degrees of its eccentrics rotation, as shown in Fig. 6, but for the sake of ocular clearness, Fig. 8 is drawn to show the double piston at 10 degrees of rotation and the valve sleeve at 340 degrees of rotation in which the sleeve is rising, the piston is falling, and the inhaust is opening. l

Succeeding figures of the valve positions will be sufliciently clear without the use of reference characters other than those relating to reference lines and rotational positions, -or to positions in travel.

Fig. 9 shows the valve in the position inhaust full open, double piston at 6 degrees, and valve sleeve at 36' degrees, the

double piston and the sleeve both falling,

the former the faster, and with the lower boundary of the piston spacing and lower edge of inhaust port approximately in the line 191, and as before, the exhaust port remaining covered.

Fig. 10 represents the valve when approaching inhaust closing and is taken at the end of the inhaust stroke of the engine and with the valve piston at 90 degrees and valve sleeve at 60 degrees, both falling. The valve piston continues to gain on the sleeve until the piston reaches 105 degrees and the sleeve 7 5 degrees.

Before this point is reached, however, and when the double piston is at 100 degrees and the sleeve at 7 0 degrees of rotation, the piston spacing clears or passes the inhaust port, and we get the actual inhaust closing positions, as shown in Fig. 15. The

upper boundary of-the piston spacing and the lower edge of the inhaust port are then in register and upon the line 840. The engine piston is now upon its compression stroke and the above position equals,

$ of this stroke.

When the valve sleeve reaches 80 degrees of rotation, and the 'double piston 110 degrees, the inhaust ports of the sleeve overtake the piston spacing upon the line 1009, at Which instant, however, the ports clear the lower edge of the inhaust cavity, line 693, so that no leakage can occur between-- the engine cylinder and this cavity. This is a critical feature in the construction.

Fig. 11 shows the valve positions at the explosion point, the latter being assumed to 'occur without either retardation or advance, viz: at the instant the engine piston is changing from compression stroke to" power stroke, and with the double piston at 180 degrees and the valve sleeve at 150 degrees. The double piston in this figure is reversing, the sleeve is falling, and the valve chamber cavities are both sealed.

Exhaust opening occurs with the double piston at 268 degrees and the valve sleeve at 238 degrees, both rising, but for elearness,

Fig. 12 shows the double piston at 270 degrees and valve sleeve at 240 degrees. The

piston spacing at this instant and at the instant previously mentioned, is slightly in advance of the exhaust port of the sleeve in the upward travel, and as the upper edges of the latterports register withthe lower edge of the exhaust cavity, line 733, exhaust sets ton spacing now lying substantially upon the line 357, with the sleeve now gaining upon the piston.

Here, it should be noted that in rising, the lower edge of the lower piston covers the lower edges of the inhaust ports of sleeve on lines 1024 and 1007 respectively, so that at the critical phase when the upper edge of inhaust port registers with lower edge of inhaust cavity, double piston 310 degrees and valve sleeve 280, there can occur no leakage from valve chamber to inhaust cavity, during the exhaust stroke of the engine. In Fig. 13, the inhaust port will be seen as A s rarorrra. 1

- 'cLEs FRANKLIN BRADB BN, or DELMER, ONTARIO, camera.

vaLvE.

masses.

To all whom it may concern:

Be it-known that I, CHARLES FRANKLIN BRADBURN, of the village of Delmer, in the county of Oxford and Provinceof Ontario,

Dominion of Canada, have invented certain new and useful Improvements in Valves; and I hereby declare that the following is a full, clear, and exact description of the.

same.

The ordinary type of sleeve valve engine under rapid changes in-load and consequent fluctuations in thermal conditions, develops such sleeves must be actuated through connections acting to one side of the sleeve,'and the further necessity of the valve mechanism being entirely within the engine cylinder, all constitute serious disadvantages.

, A principal object of the present invention, a piston and sleeve valve for any type of engine, and particularly for internal combustion engines, is the retention of all the advantages'of the sleeve type of valve, and the avoiding of the above-mentioned, and certain other, inherent disadvantages.

Briefly, the invention comprises a valve casing, containing acylindrical valve chamber, mounted upon an engine, and having two ports preferably arranged as annular cavities, inhaust and exhaust, the planes containing the ports being displaced axially of the chamber in respect of eachother, a valve sleeve reciprocating within the valve chamber and carrying two semi-annular rows of ports. inhaust and exhaust, with a spacing between them axially of the sleeve, having a correspondence with those of the valve casing, and a double piston reciprocating within the valve sleeve, one piston being an ordinary or closed piston with piston or packing rings, and the other piston being hollowor open, comprising a spider Specification of Letters Patent.

Application filed July 7, 1916. Serial so. 108,013.

carrying rings, there being a spacing between the pistons equal to the spacing between the two semi-annularrows of ports. When the spacing between-the pistons registers with a line of ports in the sleeve and with one of those of the valve chamber, the inhaust or exhaust occurs, as the case may be.

The double piston and-the split sleeve are driven by eccentrics, or by crank and eccentric respectively, from a half. speed valve shaft above them, the 'crankof the piston being set in advance of the eccentric of the sleeve, this angular advance equaling, preferably, 30 degrees of rotation.

In the drawings Figure 1 is a longitudinal section showing a cylindrical valve chamber mounted upon an engine: cylinder;

Fig. 2, is an elevational view of the split valve sleeve which operates in the valve chamber, showing two rows of ports; one for inhaust and the other for exhaust";

Fig. 3, is a plan view of the; upper end of the valve sleeve shown in Fig. 2;

Fig. 4, is an elevational view of the double piston which operates within the valve sleeve;

,F'g. 5, is a plan view of the lower end of the piston Fig. 6, is a sectional elevation showing the valve assembly and its connections, in the initial phase of the valv'es cycle of action;

Fig. 7, is a fragmentary elevation of the valve connections, at right angles to Fig. 6;

Fig. 8, is a sectional view showing the double piston at 10 degrees of rotation and the valve sleeve at 340 degrees, during the cycle of action;

Fig. 9, is a sectional view showing the valve positions, with the double piston at 6 degrees and valve sleeve at 36 degrees;

Fig. 10, is a sectional view with the piston at 90 degrees and the valve sleeve at 60 degrees;

Fig. 11, is a sectional view with the piston at 180 degrees and the valve sleeve at 150 degrees;

Fig. 12, is a sectional view with the piston at 270 degrees and the valve sleeve at 240 degrees;

Fig. 13, is a sectional view with the piston at 310 degrees and the valve sleeve at 280 degrees;

Fig. 14, is a sectional view with the piston at 350 degrees and the valve sleeve at 320 5 degrees; and,

Fig. 15, is a sectional view with the piston at 100 degrees and the valve sleeve at 70 degrees.

Like' characters of reference refer to like shown, as such gear is not an integral por-' tion of the invention. I

In Fig. 1, a 1s the cylindrical valve casing, containing a valve chamber a, mounted upon the engine cylinder 1) and having two ports,

preferably arranged as semi-annular cavities, 0 being the inhaust and d being the exhaust, these ports being separated by partitions e. The valve chamber is open at the top to facilitate cooling, though this is not essential, and carries a yoke f which furnishes bearings for the valve rods.

In Figs. 2 and 3, is shown the valve sleeve 9, carrying two rows of ports, h for inhaust and z' for exhaust, with a spacing axially of the sleeve between the rows equal to the depth of the double piston spacing. This sleeve is split along a diametral vertical plane j, extending from the lower edge of the sleeve upwardly to the drillings 70 near the upper edge The purpose of this feature is to give to the sleeve an approximation of the properties of a piston ring, at least beneath the points of drilling, sothat, in part because of its elasticity, and in part because of internal gas pressure, there may be no leakage between the sleeve and the wall of the valve chamber, and no binding between the same because of inequalities in expansion. The above feature is extremely important, though not an essential element of the invention.

The sleeve 9 is provided at its upper extremity with an irregular-shaped member Z which constitutes a reinforcing band or collar carrying a lunar-shaped web m, having a bushing n which forms an attachment for the rod 0, which latter carries a connection or bearing p for the driving eccentric rod.

In Fig. 4 is shown the double piston, of which the upper piston g is closed, and the 65 lower piston 1 is hollow or open, 8 being the parts throughout the specification and .draw-' spacing between the two pistons and tthe piston rod having a bearing a for the connecting rod from the driving crank.

Fig. 5 shows the lower end of the lower piston, 25 being the piston rod, '1; the spider and rim, and w the piston rings. The piston r is adjacent to the lower or engine end of the valve chamber and is made hollow for the free passage of the vaporand gas between the piston spacing and'engine cylinder.

A complete understanding of this invention is practically-impossible unless definite relative values be assigned to the more essential valve parts and to the movements of the same, and while difierent relative values might be chosen in the manipulation of the times of inhaust closing and exhaust opening, the former through changes in the location of the lower edges of the inhaust ports of the sleeve, and the latter through changes in the location of the upper edges ofthe exhaust ports, the other edges in each case remaining unchanged, and still greater changes effected through the shifting of the angular distance between the crank of the valve pis-. ton and the eccentric of the valve sleeve, the values here given are those which at the present time it is believed will give the high est average results or efiiciency in high speeds, and this, of course, must take into consideration, fuel consumption, speed, flexibility, stresses and wear.

Assuming the radius of the valve crank and the throw of the eccentric to be 1000 units of space, and the angular distance between crank and eccentric to be 30 degrees, the piston being in advance, then the valve displacement, or displacement of sleeve and of piston, will be 1000 units each, or the valve travel 2000 units, and the piston being'in advance of the sleeve, the respective lines of travel of these two principal moving parts may be made to overlap, the piston and sleeve moving at certain times in opposite directions and at certain other times in the same direction and with varying relative speeds, as will become more apparent in discussing the valve assembly and the valve positions in operating throughout the com- 1 plete cycle of the valves action.

On the above basis of valve travel and angular distance between crank and eccen tric, the following will be the relative dimensions of the essential parts of the valve. mechanism:

Vertical depth of inhaust cavity of valve chamber equals 827 units;

Vertical depth of exhaust cavity of valve chamber equals 1066 units;

Vertical depth of inhaust ports of valve sleeve equals 316 units;

Vertical depth of exhaust ports of valve sleeve equals 333%; units;

Vertical displacement between. upper edges 130 

